Elevator safety-lock



J. MORTENSEN.

ELEVATOR SAFETY LOCK. APPLICATION FILED MAR. 22, 1918.

1,356,108. Patented Oct. 19,1920.

2 SHEETSSHEET I.

g i a I V 0 INVENTOR V /5 %&-UMM

i fi. ATTORNEY J. MORTENSEN.

ELEVATOR SAFETY LOCK.

- APPLICATION- FILED MAR. 22. 1918.

1,356,108. Patented 00. 19,1920.

2 SHEETSSHEET :1- INVENTOI? 68V UNITED STATES PATENT OFFICE.

TENS; IEORTENSEN, OF BROOKLYN, NEW YORK, ASSIGNOR TO SHURLOC ELEVATOR SAFETY COMPANY, INC., OF NEW YORK, N. Y., A CORPORATION OF NEW YORK.

Specification of Letters Iatent.

ELEVATOR SAFETY-LOCK.

Patented Oct. 19, 1920.

Application filed March 22, 1918. Serial 1T0. 224.066.

3" '0 all w 710m it may concern:

Be it known that I, Jens MORTENSEN, a subject of the Emperor of Germany, and a resident of the borough of Brooklyn, in the county of Kings and city and State of New York, have invented certainnew and'useful Improvements in Elevator Safety-Locks, of which the following is a specification.

The invention relates to safety elevator locks of the kind wherein controller-locking and door-unlocking mechanism on the car cooperates with a landing-door lock including a door-controlled detent for holding the parts in actuated condition as long as the door is open. The invention comprises new features of construction and organization which insure certainty of action and are of desirable simplicity. The improvements are adapted particularly for use in connection with landing-doors which slide vertically, but are not in all instances necessarily so limited.

In the drawings:

Figure 1 is a perspective dislocated view showing a portion of the front of the car with its bottom in phantom to reveal parts below, and a portion of the face of the shaft with the landing-door and adjacent lock parts;

Fig. 2 is a face view of the landing lock, in the open condition;

Fig. 3 is a similar View showing the closed condition Fig. 4c is an edge View of Fig. 3, with the door-iron omitted;

Fig. 5 is a fragmentary front elevation of the under-floor mechanism;

Fig. 6 is a horizontal sectional view, and Fig. 7 is a vertical sectional viewshowing the car-shoe and landing projection in cooperative relation and indicating by dot and dash lines the extent of relative movement, transversely and from front to rear, permissible with this construction;

Fig. 8 is an inner face view of a twoleaved vertically sliding landing door, showing a modified form of the landing lock;

Fig. 9 is a face view of this landing lock in the closed condition; and

Fig. 10 is a similar view showing the open condition.

The drawing shows only one landing but it will be understood that the locking provisions there seen are duplicated at each of i the other landings. By the landing is, of course, meant the general region of the landing floor and door, or the parts accessible from the car when the car is at a landing.

' The controller 2 of the car 3 may be of any suitable type. In the illustrated construction it comprises a lever 4 provided with a curved basal segment 5 having a central notch 6. The lever may be locked by a vertical rod 7, which may enter the notch 6 when the controller is in midposition, but is at other times inoperative, because if then raised it will encounter the curved edge or faceof the segment. The same result can be secured in substantially the same way by a variety of other controller locking provisions.

The type of mechanism on the car and the general nature and cooperation of the car and landing parts have been disclosed in prior applications and patents owned by the same assignee, particularly the application of William T. Dunford, filed August 10, 1914, Serial No. 856,123, covering the general principles, and J. S. Williamson Iatent No. 1,247,773, dated November 27, 1917, covering an application of these principles to vertically sliding doors- The particular type of car train here shown is the invention of another and is accordingly not claimed herein. 7 In the said train the stem 8 of the pedal 9, located in appropriate proximity to the controller, is connected to an arm 10 on one end of a short transverse rockshaft 11. The said shaft is mounted in bearings in the sides of a yoke 12 ofanunden floor bracket or unit mounting 13, the bottom of which also journals a short, vertical, downward extending shaft 1%, the two shafts being geared together by bevel gears 15; The opposite end of the transverse shaft 11 bears an arm'16, which pivotally supports the lower end of the controllerdocking rod 7 On the lower end of the shaft 14, below the bracket, is an arm 17, to which one end of a long laterally extending pull link 18 is pivotally connected. This link serves to connect the short rock-shaft with the shoe, which may and in many instances must be located at a remote part of the car. The controller looking as well as the door unlocking mechanism together with the pedal for operating them are separate from the conto the under side of the car floor. This shoe is actuated from the link 18 through the intermediary of 'a two'armed, fore-and-aft extending lever 24, which is fulcrumed on an extension of the bracket 23 at 25, the rear end of said lever being pivoted to the link at 26 and its front end to the shoe slide at 27. lVhere necessary, slotted pivot holes are provided to allow for difference in motion. The parts of the car train are self-restoring, which may be due to their net gravitational tendency, or to the action of a spring, or of a weight, the latter being indicated at 28.

The vertically extended shoe 19 according to the present invention is a channel member, which is conveniently accomplished by making it of a bar of rectangular U-shape cross-section, the channel being open at its upper and lower ends and at the front toward the shaft face. The function and advantage of this style of shoe will become apparent hereinafter.

The landing doorway 29 of Fig. 1 is guarded by a single vertically sliding door 30, which descends in opening. At its lower corner, remote from the controller side, this door is provided with a laterally projecting door-iron 31.

The landing lock 32 which cooperates with the door-iron, is housed in a suitable flat case 33 on the face of the shaft beside the said corner of the door opening, and comprises two members, a door-locking member 34 and a detent member 35. Each of these here illustrated is of novel form, as is also their relation with each other and with the door-iron and car-shoe; but the various specific forms need not necessarily be used in conjunction, though in the type of installation with which the invention is particularly concerned the combination as shown is an entity of superior utility.

The door-locking member 34 is mounted and constructed to partake generally of the lateral movement of the car-shoe 19. To this end it is preferably hungfrom a pivot 36, the axis of which is perpendicular to the shaft face, and comprises a shank 37 and a transversely extended lower portion. The part 38 at one side of the shank constitutes a laterally projecting holding lug, which in the normal condition projects beneath the door-iron 31, so that the door can not be opened downward. The door-locking member being a laterally movable element, the extent of the lug 38 is not limited by considerations as to the permissible depth or thickness of the lock casing, and consequently an ample holding shoulder may be provided which insures locking of the door under all conditions of looseness up to azsubstantial degree of lateral play. The portion 39 extending at the opposite side of the lug bears a pin 40, which projects a short distance out into the shaft. lhe upper corner of the door-iron 31 and the lower corner of the lug 38 are beveled at 41 and 42, respectively, in order to enable the dooriron to latch by the door-locking member in closing, if by any accident the said member should be in its normal position while the door is open.

The pin 40 is embraced by the channel of the shoe 19, when the car comes to the landing. As shown in Figs. 6 and 7, the relation between the projection and channel is such that the pin, while substantially overlapped by the channel sides, is decidedly narrower than the channel and ends considerably short of its back, so that any extent of car swing, from side to side orforward and back, is accommodated with adverse effect upon the cooperation of the car and landing mechanisms.

Essentially it will be seen the channel and pin constitute a means of interengagement between the laterally movable car-shoe and the laterally movable door-locking member, that is to say the engagement of a projection in a recess, whereby both parts, within the latitude of their relative dimensions, must move together in either direction, or else both be held. Such holding is effected by the detent 35, which has a general vertical or up and down movement, as compared with the lateral movement of the shoe 19 and door-locking member 34. In the exceedingly simple construction shown particularly in Figs. 2 and 3 the detent is a simple arm pivoted at 43 upon an axis, which like that of the pivot of the doorlocking member, is perpendicular to the face of the shaft. The said pivot 43 is located at the side of the shank 37 away from the door, and the detent crosses behind the shank and has a suitably ofiset extremity 44 to rest upon the upper side of the door-iron, in the normal condition. Intermediate its ends it is formed with a detent shoulder 45, which facesin a generally horizontal direction so as to take over an offset 46 on the doorlocking member 34, when the latter is swung to the open position represented in Fig. 2. Both the door catch and the detent are gravity members, and in the normal condition, that is to say when the door is closed, they are located at opposite sides of the dooriron, one above and one below. The engage ment between the door-iron and detent when the door is closed is one of direct thrust, or in other words an abutment engagement,

rather than a riding or camming contact, and this contributes to certainty of action in cases where the landing-door is loose in its guides, as not infrequently occurs.

In operation, the elevator operator having brought the car to rest at a landing steps upon the pedal 9, which moves the controller-locking member 7 into locking position, and slides the shoe 19 crosswise of the front of the car. In coming to the landing the walls of the channel had passed at either side of the pin 40, and the lateral movement of the shoe consequentlyswings the door-locking member 84 from the closed position of Fig. 3 to the open position of Fig. 2. Still keeping his foot on the pedal, the operator can now slide the landing-door 30 down, and the descent of the door-iron 31 permits the detent 35 to drop into holding engagement with the door-locking member, which is thus retained in the open or actuated condition as long as the door is open. This also holds the shoe19, because the parts are interengaged, and this in turn holds the-controller lock locked. When the door is closed again, the iron 31 acting upward upon the detent lifts the same out of engagement with the door-locking member 34, which may now return to normal position under the action of gravity. If the operators foot is off the pedal the said member does so return, and the car-trainalso restores itself, under the action of the weight 28 or otherwise.

In Figs. 8 to 10 the construction and relations are substantially similar but. certain imilar parts specific differences appear. are designated with the same reference numerals as before, distinguished by superoharacter a. The door comprises two halves 30, one of. which slides up and the other down. Such doors are known and they are customarily provided with connections, here contemplated but not shown, whereby the halves must move in unison or be immovable. The landing lock 32 cooperates with the upper half. In passing it may be noted that the other form of lock may be used in conjunction with the lower half of such double doors. The door-locking member 343 is hung as before, but its holding shoulder 38 faces downward, instead of upward and is formed by a recess instead of by a projection. For purposes of illustration this locking member is shown with two pins 4E0 laterally spaced, so that the interengagement channel is on the locking member, while the car-shoe 19 is a plain bar or entering member. Needless to sayeither this or the channel-shoe and single pin combination can be used with either form of look,

but the channel-shoe is preferable, because, for one reason, it requires only one pin at each landing throughout the shaft, thus reducing the number of parts.

The detent 35 in this instance is a twoarmed lever, fulcrumed at 43* below the door-locking member, and having a detent shoulder 45* on one arm to engage the shoulder 46 0f the member 34, and an offset 44* to be contacted by the under side of the door-iron 31. The other arm 50 of the detent lever constitutes a biasing weight, which automatically lifts the working arm when the door-iron rises in the opening of the door.

Fig. 8illustrates the fact that two landing locks may be provided, one at each side of the dooropening, cooperating with doorirons projectingfrom both sides of the door. This will, of course, call for two car-shoes, but it has not been thought necessary to expand the drawings by showing these or their specific operating connections, which can readily be supplied by the skilled mechanic.

What I claim as new is: v

1. An elevator safety lock comprising a controller, controller-locking and door-unlocking mechanism on the car, separate from the controller, including a pedal in the car floor, a controller lock and a shoe operable by means of said pedal, a mounting and op erating connections for giving the shoe a lateral movement, door-locking means at the landing comprising a member also mounted for lateral movement, said member and the shoe having interengaging elements, and a detent controlled'by the door for retaining the door-locking means in open condition and the controller-lock locked.

2. An elevator safety lock comprising a controller, controller-locking and door-unlocking mechanism on the car separate from the controller, including an operators device 011 the car, a controller lock and a shoe operable by means of said device, and a mounting and operating connections for giving the shoe a lateral movement, door-locking means at the landing comprising a member also mounted for lateral movement, said shoe being a'vertical channel member and theodoorlock member having a projection which is embraced by the channel when the car comes to the landing and a detent controlled by the door for retaining the door locking means in open condition and the controller lock locked.

3. An elevator safety lock comprising the combination with a vertically movablelanding door having a laterally projecting dooriron, and a controller, of mechanism on the car separate from the controller, including an operators device on the car, a controller lock and a shoe operable by means of said device, and a mounting and operating connections for giving the shoe a lateral movement, and mechanism at the landing including a door--iron-locking memher also mounted forlateral movement, said member and the shoe having interengaging elements, and adoor-controlled detent engaging said door-iron-locking member thereby retaining the door locking means in open condition and. the controller lock locked.

4. An elevator safety lock comprising the combination with a vertically movable landing door having a laterally projecting dooriron, of mechanism on the car including a device having a pedal, a controller lock and a shoe operable by means of said device, and a mounting and operating connections for giving the shoe a lateral movement, and mechanism at the landing including a dooriron-locking member also mounted for lateral movement, said member and the shoe having interen 'aging elements, a shoulder on the laterally movable door-lock member, the door lock member being provided with a face adapted for abutment engagement by the door iron, and a door-controlleddetent constructed and mounted for up and down movement into and out of holding relation to said shoulder.

5. An elevator safety lock comprising the combination with a vertically movable landing door having a laterally projecting dooriron, of mechanism on the car includlng a device having a pedal, a controller lock and a shoe operable by means of said device, and a mounting and operating connections for giving the shoe a lateral movement, and mechanism at the landing including a door-ironlocking member also mounted for lateral movement, said member and the shoe having interengaging elements, a shoulder on the laterally movable door-lock member, the door lock member being provided with a face adapted for abutment engagement by the door-iron, and a door-controlled detent constructed and mounted for up and down movement into and out of holding relation to said shoulder, the detent and the doorlocking member being located at opposite sides of the door-iron, one above and the other below.

6. In an elevator safety lock, comprising controller-locking and lancli11g-door-unlocking mechanism on the car including a laterally movable shoe, the combination with said car mechanism and with a vertically movable landing door having a laterally projecting iron, of a laterally movable door.-

iron-locking member at the landing, said member and the car-shoe having. interengaging elements, and a detent member pivoted adjacent said laterally movable locking member and having a holding shoulder adapted to bar return movement of the locking member in its open position andanother face adapted to be abutted by the door-iron in closing.

7. In an elevator safety lock, comprising controllerlocking and landing-door-unlocking mechanism on the car including a laterally movable shoe, the combination with said car mechanism and with a vertically movable landing door having .a laterally projecting iron, of a gravity door-locking member hung at the landing from an axis perpendicular to the shaft face and having a laterally extending holding shoulder cooperative with the door-iron, and door-controlled means at the landing for holding the landing and car parts in their actuated condition while the door is open.

8. In an elevator safety lock, comprising controller-locking and landing door-unlocking mechanism on the-car including a laterally movable shoe, the combination with said car mechanism and with a vertically movable landing door having a laterally projecting iron, said door-locking member and the shoe having interengaging elements, and a generally horizontally extending detent adjacent the door-locking member also pivoted upon an axis perpendicular to the shaft face, said detent having a face opposite said holding shoulder to cooperate with the dooriron anda substantially laterally facing detent shoulder cooperative with the doorlocking member to hold the same open.

9. In an elevator safety lock, comprising controller-locking and landing-door-unlocking mechanism on the car including a laterally movable shoe, the combination with said car'mechanismand with a landing door which slides down to open and which is provided with a laterally projecting door-iron, of a door-locking member at the landing having its holding portion normally beneath the door-iron and mounted for lateral movement, said member and the car shoe having interengaging elements, and a detent normally over and resting upon thedoor-iron and adapted to drop into holding engagement with the door-locking member when the latter is open.

10. In an elevator safety lock, comprising controller-locking and landing-door-unlocking mechanism on the car including a laterally movable shoe, the combination with said car mechanism and with a landing door which slides down to open and which is provided with alaterally projecting door-iron, of a door locking member at the landing hung from an axis perpendicular to the shaft face and comprising a shank and a transverse lower portion comprising a lug to hold thedoor-iron and having a pin projecting into the shaft to cooperate with the car'shoe, and a, detent pivoted at one side of said shank and extending across the same with a part over the door-iron aii'd having a detent shoulder cooperative with an offset on said shank.

11. A safety elevator lock comprising a controller, a controller-locking and door-unlocking mechanism including a pedal, on the car, separate from the controller, said mechanism cooperating with a door lock at the landing, the door lock being provided with a projection, in combination with a doorcontrolled detent also at the landing for holding the controller locked as long as the door is open, said pedal-actuated door-un locking mechanism being characterized by a laterally-movable vertically-extended channel car-shoe adapted to embrace said projection on the door lock.

12. A safety elevator lock of the kind wherein controller-locking and door-unlocking mechanism on the car separate from the controller and actuated bya pedal in the car floor cooperates with a door look at the landing and is held by a door-controlled detent also at the landing as long as the door is open, characterized by the combination of a car-shoe actuated laterally by said pedal and constituted as a vertically extended channel, and a cooperating pin projecting from the door lock, the relation being such that when the shoe embraces the pin the latter is free from the sides and bottom of the channel.

In testimony whereof, I have signed my name to this specification, in the presence of two subscribing witnesses.

W. F. BIssING, LOUELLA F. LITTLE. 

